GB2601224A

GB2601224A - Vehicle control device and vehicle control method

Info

Publication number: GB2601224A
Application number: GB2113396.2A
Authority: GB
Inventors: Watanabe Keiji; Furuta Futoshi; Yamazoe Takanori; Ishikawa Takao
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2020-09-29
Filing date: 2021-09-20
Publication date: 2022-05-25
Anticipated expiration: 2041-09-20
Also published as: JP7431710B2; JP2022055581A; DE102021210781A1; GB2601224B

Abstract

The invention provides a vehicle control device and method that aims to improve fuel consumption and suppress degradation of a fuel cell 2 where an operation plan of a vehicle has been defined and timing of charging can be determined. A vehicle (e.g. a railway vehicle or locomotive) is controlled in accordance with a predefined operation plan 8. Past load information indicative of electric power load during previous travel of the vehicle is used together with: target load information indicative of the electric power load during current travel of a target vehicle; a storage battery residual capacity 16; and position information of the target vehicle; to predict load information indicative of future electric power load during a time period until charging of the storage battery, in accordance with the operation plan. The output from the fuel cell during is thus controlled on the basis of the storage battery residual capacity and the predictive load information. The prediction may also consider information on weather, tyre, weight and air-con requirements.

Description

VEHICLE CONTROL DEVICE AND VEHICLE CONTROL METHOD

BACKGROUND

[0001] The present invention relates to a vehicle control device and a vehicle control method.

[0002] In the context of global warming issues, as an effort for decarbonation of a traffic system (carbon dioxide emissions reduction), a vehicle has been developed that is equipped with a fuel cell employing hydrogen fuel as a power source. Output characteristics of the fuel cell have a maximum efficiency point (Maximum Efficiency Point: MEP), where energy efficiency (=electric power generation/hydrogen consumption) is at its peak, on the lower output side than a maximum power point (Maximum Power Point: MPP), as illustrated in FIG. 23. Therefore, to improve fuel consumption of a vehicle such as a railroad or motor vehicle, it is important to increase the energy efficiency using an operating mode as close to the MEP as possible.

[0003] Moreover, various technologies are known to control an output from the fuel cell depending on a storage battery residual capacity in a hybrid vehicle that uses the fuel cell and a storage battery as driving sources. For example, Japanese Patent No. 6224302 discloses a method of controlling the output from the fuel cell of the railroad vehicle by controlling reduction in the storage battery residual capacity by shifting the output of the fuel cell from the MEP to the MPP when the storage battery residual capacity is reduced. Moreover, Japanese Unexamined Patent Application Publication No. 2019-196124 discloses a vehicle control method of estimating the energy consumption and generating a power generation plan to operate a power generation unit for retaining the storage battery residual capacity on the basis of the estimated energy consumption.

SUMMARY

[0004] With the technology disclosed in Japanese Patent No. 6224302, control is performed without knowing what traveling load should be required in the future, because the output from the fuel cell is determined on the basis of the current value of the storage battery residual capacity (SOC). Accordingly, a threshold value of the SOC for determining the shift from the MEP to the non-MEP has to be set higher in view of safety, which may increase a proportion of the non-MEP to deteriorate the fuel consumption. Moreover, frequent shifts from the MEP to the non-MEP increase a count of power variation from the fuel cell, which may degrade the fuel cell.

[0005] Furthermore, because the vehicle control method described in Japanese Unexamined Patent Application Publication No. 2019-196124 is a technology that envisions motor vehicles, timing of charging is not explicitly defined, and a trial calculation of the future fuel consumption until the timing and the like are not taken into account.

[0006] It is an object of the present invention to provide a vehicle control device and a vehicle control method that improve the fuel consumption and control degradation of a cell in a state where an operation plan of the vehicle is defined and timing of charging can be specified.

[0007] To address the above-described problems, the present invention provides a vehicle control device that controls a vehicle in accordance with a predefined operation plan, including: a data storage unit that stores therein past load information indicative of an electric power load during travel of the vehicle in the past; a data acquisition unit that acquires target load information indicative of the electric power load during travel of a target vehicle, a storage battery residual capacity on the target vehicle, and position information of the target vehicle; and a data prediction unit that calculates predictive load information indicative of a future electric power load during a time period until charging of the storage battery in accordance with the operation plan on the basis of the past load information, the target load information, and the position information, in which the vehicle control device controls an output from the fuel cell during the time period until charging on the basis of the storage battery residual capacity and the predictive load information.

[0008] According to one aspect of the present invention, it is possible to provide a vehicle control device and a vehicle control method that improve the fuel consumption and suppress degradation of a cell.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an overall configuration diagram of a railroad system; FIG. 2 is a block diagram illustrating a configuration of a control device of a railroad vehicle according to a first embodiment; FIG. 3 is a flowchart illustrating a control method by the control device of the railroad vehicle according to the first embodiment; FIG. 4 illustrates an example of a prediction method for a traveling load; FIG. 5 is a graph illustrating an example of temporal change in storage battery residual capacity trial-calculated by a storage battery residual capacity trial-calculation unit in regard to a case of a certain output pattern; FIG. 6 illustrates an output pattern of a fuel cell in a case of a short time period until charging (prior art); FIG. 7 illustrates an output pattern of the fuel cell in the case of the short time period until charging (first embodiment); FIG. 8 illustrates a transition of the storage battery residual capacity in the case of the short time period until charging; FIG. 9 illustrates accumulated values of hydrogen consumption in the case of the short time period until charging; FIG. 10 illustrates an output pattern of the fuel cell in a case of a long time period until charging (prior art); FIG. 11 illustrates an output pattern of the fuel cell in the case of the long time period until charging (first embodiment); FIG. 12 illustrates a transition of the storage battery residual capacity in the case of the long time period until charging; FIG. 13 illustrates accumulated values of the hydrogen consumption in the case of the long time period until charging; FIG. 14 illustrates an output pattern of the fuel cell in the case of the long time period until charging (prior art); FIG. 15 illustrates another output pattern of the fuel cell in the case of the long time period until charging (first embodiment); FIG. 16 illustrates a transition of the storage battery residual capacity in the case of the longtime period until charging; FIG. 17 illustrates accumulated values of the hydrogen consumption in the case of the long time period until charging; FIG. 18 is a block diagram illustrating a configuration of a control device of a railroad vehicle according to a second embodiment; FIG. 19 is a flowchart illustrating a control method by the control device of the railroad vehicle according to the second embodiment; FIG. 20 illustrates a transition of the storage battery residual capacity in each vehicle in a case where electric power is supplied from a railroad vehicle B to a railroad vehicle A; FIG. 21 is a block diagram illustrating an outline of a railroad system according to a third embodiment; FIG. 22 is a flowchart illustratingaprocess of el ectricpower interchange in the third embodiment; and FIG. 23 is a graph illustrating a maximum efficiency point (MEP) and a maximum power point (MPP).

DETAILED DESCRIPTION

[0009] In the following, embodiments of the present invention will be described with reference to drawings. The present embodiment describes a device that controls a railroad vehicle as an example of a vehicle control device that controls a vehicle in accordance with a predefined operation plan.

[0010] FIG. 1 is an overall configuration diagram of a railroad system according to the present embodiment. The railroad system according to the present embodiment is constituted by, as illustrated in FIG. 1, an operation management device 1 that manages an operation of the railroad vehicle, a hybrid hydrogen railroad vehicle 4 equipped with a fuel cell 2 and a storage battery 3 as driving sources, a hydrogen filling device 5 and a charger 6 installed at a specific station, and the like. It is to be noted that the operation management device 1 is a computer system, which receives position information and the like of multiple railroad vehicles and gives an operational instruction to each railroad vehicle. Recently, a system has been introduced in which the operation management device 1 and control devices 7 of the multiple railroad vehicles are connected via wireless communication and the operation management device 1 gives an instruction of a detailed traveling pattern to the control devices 7 of the railroad vehicles. Moreover, a schedule of filling hydrogen fuel by the hydrogen filling device 5 or charging by the charger 6 is predetermined on the basis of an operation plan 8.

[0011] The hydrogen railroad vehicle 4 according to the present embodiment includes, in addition to the fuel cell 2, the storage battery 3, and the control device 7 mentioned above, a fuel tank 22, a DC/DC converter 9, a charge/discharge controller 10, an inverter 20, and a motor 21. The fuel tank 22 stores therein hydrogen fuel for generating direct current power with the fuel cell 2. The DC/DC converter 9 is connected to the fuel cell 2, and boosts the direct current output from the fuel cell 2. The charge/discharge controller 10 is connected to the storage battery 3, and controls charge and discharge of the storage battery 3. The inverter 20 is connected to the DC/DC converter 9 and the charge/discharge controller 10, and converts the direct current power supplied from the fuel cell 2 and the storage battery 3 into three-phase alternating current power to be output to the motor 21. The motor 21 drives a wheel with supplied electric power, and thereby have the railroad vehicle travel.

[0012] Here, while the fuel cell 2 generates electric power by reaction between hydrogen and oxygen in the air, hydrogen as the fuel can be filled in the fuel tank 22 by the hydrogen filling device 5 located at a specific station. On the other hand, the storage battery 3 is, for example, a lithium-ion secondary battery, and can be charged by the charger 6 located at the specific station. The storage battery 3 can also be charged with electric power generated by the fuel cell 2 and electric power at the time of regenerating the motor 21, and discharges the electric power as required.

[0013] The control device 7 controls electric power output from the fuel cell 2 via the DC/DC converter 9 and also controls electric power charged to the storage battery 3 and the electric power discharged from the storage battery 3 via the charge/discharge controller 10.

First Embodiment [0014] FIG. 2 is a block diagram illustrating a configuration of the control device 7 of the railroad vehicle according to a first embodiment. As illustrated in FIG. 2, the control device 7 according to the present embodiment includes a data storage unit 11, a data acquisition unit 12, a data prediction unit 13, an output pattern generation unit 14, a fuel consumption trial-calculation unit 15, and a storage battery residual capacity trial-calculation unit 16.

[0015] The data storage unit 11 stores therein past load information indicative of an electric power load during travel of the railroad vehicle in the past. The data acquisition unit 12 acquires target load information indicative of the electric power load during travel of a target vehicle, a residual capacity in the storage battery 3 mounted on the target railroad vehicle, and vehicle position information of the target railroad vehicle. The data prediction unit 13 calculates predictive load information indicative of a future electric power load of the storage battery 3 during a time period until charging in accordance with the operation plan 8 of the railroad on the basis of the past load information, the target load information, and the vehicle position information.

[0016] The output pattern generation unit 14 generates an output pattern of the fuel cell 2 in the future within the time period until charging on the basis of the operation plan E and the predictive load information calculated by the data prediction unit 13. The fuel consumption trial-calculation unit 15 trial-calculates future fuel consumption of the fuel cell 2 on the basis of the output pattern and characteristics of the fuel cell 2. The storage battery residual capacity trial-calculation unit 16 trial-calculates the residual capacity in the storage battery 3 in the future within the time period until charging on the basis of the predictive load information and the output pattern. It is to be noted that the operation plan 8 may be stored in the control device 7 of the railroad vehicle or may be received from the operation management device 1 via a communication line.

[0017] In the following, detailed output control of the fuel cell 2 in the present embodiment will be described.

[0018] FIG. 3 is a flowchart illustrating a control method by the control device 7 of the railroad vehicle according to the present embodiment. As illustrated in FIG. 3, first of all, the data acquisition unit 12 acquires the target load information, the residual capacity in the storage battery 3, and the position information (Step S101). Next, the data prediction unit 13 calculates the predictive load information during the time period until charging on the basis of the operation plan 8, the past load information, the target load information, and the vehicle position information (Step 5102).

[0019] FIG. 4 illustrates an example of a prediction method for a traveling load. As illustrated in FIG. 4, the data prediction unit 13 calculates the predictive load information by comparing the past load information indicative of an average of load data in the past with the target load information indicative of a current load data and adjusting a difference between them (e.g., due to an effect of temperature of the day) using a correction factor or the like. [0020] Next, the control device 7 controls an output from the fuel cell 2 during the time period until charging on the basis of the residual capacity in the storage battery 3 and the predictive load information. Specifically, the output pattern generation unit 14 first generates multiple output patterns of the fuel cell 2 in the future within the time period until charging on the basis of the operation plan 6 of the railroad vehicle and the predictive load information calculated in FIG. 4 (Step S103). Subsequently, the fuel consumption trial-calculation unit 15 trial-calculates the fuel consumption during the time period until charging on the basis of each output pattern and fuel cell characteristics (Step 5104). The storage battery residual capacity trial-calculation unit 16 then trial-calculates the residual capacity in the storage battery 3 during the time period until charging on the basis of the predictive load information and each output pattern (Step 5105). It is to be noted that FIG. 5 is a graph illustrating an example of temporal change in the residual capacity in the storage battery 3 trial-calculated by the storage battery residual capacity trial-calculation unit 16 in regard to a case of a certain output pattern. Next, the control device according to the present embodiment selects an output pattern with less fuel consumption from among multiple output patterns under the condition of not falling below an allowable lower limit Li, of the residual capacity in the storage battery 3 (Step 3106).

[0021] Here, while the fuel cell always shifts to the non-MEP in a section where the residual capacity in the storage battery 3 is equal to or lower than a threshold value no that is higher than the above-described lower limit &L in a case of output control with a technique described in the aforementioned Japanese Patent No. 6224302 (hereinbelow, "prior art technique"), in the case of the present embodiment, because the output is controlled to be closer to the MEP so that the fuel consumption is reduced under the condition of not falling below the above-described lower limit At even when it is equal to or below the threshold value Lo, the fuel consumption is improved compared to the prior art technique. In the present embodiment, because the fuel consumption of the fuel cell 2 and the residual capacity in the storage battery 3 in the future within the time period until charging, the above-described lower limit At is set in terms of ensuring travel safety, which is allowed to be lower than the threshold value Ao in the prior art technique. It is to be noted that an output ratio PmEp/Pmpp is different with respect to each product of the fuel cell 2, and when the PmEp/Pmpp is extremely low, there is no strict MEP and it is desirable to use a point between the strict MEP and MPP (standard: about 60% of the MPP output), and accordingly the MEP in the description hereinafter refers to the latter.

[0022] In the following, results of verifying effects of the present embodiment will be described.

[0023] Conditions in this verification are described. An output value of the fuel cell 2 is 200 kW at the MPP and 120 kW at the MEP. Energy conversion efficiency of the fuel cell 2 is 30% at the MPP and 50% at the MEP, and linearly varies in an intermediate region between them. Capacity in the storage battery 3 is 100 kWh. In the output control of the prior art technique, the threshold value AO of the residual capacity in the storage battery 3 when the fuel cell 2 shifts to the non-MEP is 50% and the fuel cell 2 shifts to the MPP at the point when the residual capacity in the storage battery3 drops to 35%. In the output control of the present embodiment, the allowable lower limit At of the residual capacity in the storage battery 3 is 20%. It is needless to say that these conditions are merely an example for the verification.

[0024] First, the output pattern of the fuel cell 2 in a case where the traveling load until charging is relatively short in time (first output pattern) is described with reference to FIGs. 6 to 9. In the prior art technique, once the residual capacity in the storage battery 3 lowers below Ao, after the output characteristics of the fuel cell 2 shift from the MEP (120 kW output) to the non-MEP, the output increases to reach the MPP (200 kW output) (see FIG. 6). On the other hand, in the technique of the present embodiment, even if assuming that the MEP continues until charging, the trial-calculated value of the residual capacity in the storage battery 3 will not fall below the allowable lower limit At (see FIG. 8), and therefore it is constantly the MEP (120 kW output) (see FIG. 7). As a result, according to the present embodiment, it Is expected to be possible to reduce the hydrogen consumption by 22% compared to the prior art technique (see FIG. 9). It is also confirmed that the number of times of output control of switching between the MEP and the non-MEP is reduced, which is effective for suppressing degradation of the fuel cell 2.

[0025] Next, an output pattern of the fuel cell 2 in a case where the traveling load until charging is relatively long in time (second output pattern) is described with reference to FIGs. 10 to 13. In the prior art technique, once the residual capacity in the storage battery 3 lowers below Ao, after the output characteristics of the fuel cell 2 shift from the MEP (120 kW output) to the non-MEP, the output increases to reach the MPP (200 kW output) (see FIG. 10). On the other hand, in the technique of the present embodiment, when the MEP continues until charging, because the trial-calculated value of the residual capacity in the storage battery 3 falls below the allowable lower limit 41, in the mid-course, it is possible to prevent the trial-calculated value of the residual capacity in the storage battery 3 from falling below the allowable lower limit At (see FIG. 12) by continuing an output (148 kW output) higher than the MEP (120 kW output) since immediately after a start of traveling (see FIG. 11). As a result, it is found that the present embodiment can reduce the hydrogen consumption by 11% compared to prior art technique (see FIG. 13). In this manner, by continuing a certain output between the MEP and the MPP even when the travel section is long, it is possible to reduce the hydrogen consumption while retaining the residual capacity in the storage battery 3 at a certain level until charging. Moreover, it is also possible to suppress degradation of the fuel cell 2 because the output of the fuel cell 2 is not changed in the middle of the traveling section.

[0026] Furthermore, another output pattern of the fuel cell 2 in a case where the traveling section is relatively long in time (third output pattern) is described with reference to FIGs. 14 to 17. The prior art technique is similar to that illustrated in FIG. 10 (see FIG. 14). On the other hand, in the technique of the present embodiment, by employing the MEP (120 kW output) immediately after the start of traveling and increasing the output to a certain level (160 kW output) between the MEP and the MPP in the mid-course (see FIG. 15), it is possible to prevent the trial-calculated value of the residual capacity in the storage battery 3 from falling below the allowable lower limit At (see FIG. 16). As a result, it is found that the present embodiment can reduce the hydrogen consumption by 9% compared to prior art technique (see FIG. 17). It is to be noted that the third output pattern presents lower reduction effect than the case of the second output pattern because the output is shifted from a certain output (148 kW) to the higher output (160 kW) in the mid-course. However, in a case where the traveling load changes in the mid-course such as the load being low in the first half of the traveling section (e.g., flatland) and higher in the last half (e.g., upward slope), the reduction effect of the hydrogen consumption may possibly be higher with the third output pattern than with the second output pattern.

[0027] As described above, in the present embodiment, because the output pattern of the fuel cell is selected under the condition that the future residual capacity should not fall below the predetermined lower limit instead of the current residual capacity in the storage battery, it is possible to make the lower limit even lower and control the output with less fuel consumption. As a result, the railroad vehicle does not have to be equipped with the storage battery 3 with a large capacity, thereby suppressing the battery cost, and also suppressing increase in volume and weight of the railroad vehicle improves the fuel consumption. Moreover, because multiple output patterns of the fuel cell 2 are generated on the basis of the characteristics of the fuel cell 2 and an output pattern with less fuel consumption is selected from among them, it is possible to make sure to suppress consumption of the hydrogen fuel. Furthermore, because the multiple output patterns include a combination of one or more of a high output mode having high output and low energy efficiency and a high efficiency mode having low high output and high energy efficiency, it is possible to select an output control of the fuel sell with better fuel consumption as long as the residual capacity in the storage battery 3 does not lack no matter what traveling load is predicted.

Second Embodiment [0028] FIG. 18 is a block diagram illustrating a configuration of the control device 7 of the railroad vehicle according to a second embodiment. The control device 7 of the present embodiment is basically similar to that in the first embodiment, except that information acquired by the data acquisition unit 12 is added, as illustrated in FIG. 18, in order to improve prediction accuracy of the load information by the data prediction unit 13. That is, the data acquisition unit 12 according to the present embodiment also acquires at least one of weather information, travel resistance information, loadweight information, weight prediction information, air conditioning information, and preceding vehicle information.

[0029] The weather information is information about weather in an area in which the railroad vehicle travels, such as, for example, the traveling load tends to increase when the wind is against. The travel resistance information is information estimated from a state of a wheel of the railroad vehicle or of a railroad on which the railroad vehicle is traveling, such as, for example, deformation of the wheel or the railroad may increase the travel resistance leading to increase of the traveling load. The load weight information is information about weight of a passenger or freight on the railroad vehicle, which can also be derived indirectly by measuring a current in the inverter 20. The weight prediction information is information about increase/decrease of the passenger or the freight in the future within the time period until charging, which is predicted on the basis of the number of boarding and alighting passengers at a station, load weight information in the past, and the like. The air conditioning information is operational information of an air conditioner in the railroad vehicle, such as, for example, when air conditioning consumes a large amount of electric power, the traveling load of the railroad vehicle also increases. The preceding vehicle information is information about a traveling load of a preceding vehicle provided by a preceding train that traveled the same traveling section as the railroad vehicle in the past.

[0030] Furthermore, the information acquired by the data acquisition unit 12 may include geographical information and operation information. For example, in a place with a lot of slopes, the traveling load increases as compared to a flatland, and in a case of transport disruption, the vehicle has to stop and accelerate in a place where the vehicle should travel at a constant speed under normal conditions, whereby the traveling load generally increases as compared to a normal operation.

[0031] Moreover, the data acquisition unit 12 may be a sensor mounted on the railroad vehicle (in a case of measuring a current in the inverter 20 or the like), or may be something that receives information from a sensor installed in a place other than the railroad vehicle using an electrical communication_ line (in a case of acquiring the weather information, a railroad resistance, the number of boarding and alighting passengers at a station, and the like) . Furthermore, the data acquisition unit 12 may use the result of analysis of primary data obtained by these sensors (such as prediction of load weight). It is to be noted that, although a big data analysisisperformedasrequiredwhenthe data acquisition unit 12 acquires data, in the case of the present embodiment, a range of data to be analyzed is temporally limited to the point of charging and earlier and spatially limited to the traveling section, resulting in a low analysis load. Moreover, because the railroad vehicle is operated in accordance with the predefined operation plan 6, it is also possible to simplify the analysis by using information of the preceding vehicle in the same section or information of the target vehicle in the same section in the past. [0032] FIG. 19 is a flowchart illustrating a control method by the control device 7 of the railroad vehicle according to the present embodiment. The output control of the fuel cell 2 in the second embodiment is basically similar to that in the first embodiment, except that new information is added to the information acquired by the data acquisition unit 12 and information used for prediction by the data prediction unit 13, as illustrated in FIG. 19. [0033] According to the present embodiment, because it is possible to predict the electric power load of the storage battery 3 in the future within the time period until charging with high accuracy, it is consequently possible to control the output from the fuel cell 2 so as to further reduce the hydrogen consumption.

Third Embodiment [0034] While the first and second embodiments are applicable to both a non-electrified section and an electrified section, a third embodiment assumes the electrified section, where electric power is interchanged between multiple trains via an overhead wire. It is to be noted that, while the present embodiment describes an example of interchanging electric power between two trains, the electric power may be interchanged among three or more trains. [0035] FIG. 20 illustrates a transition of the residual capacity in the storage battery 3 of each vehicle in a case where electric power is supplied from a railroad vehicle B to a railroad vehicle A. Here, it is assumed that the residual capacity in the storage battery 3 is expected to fall below the allowable lower limit during the time period until charging while the railroad vehicle A is traveling using the fuel cell 2 and the storage battery 3 that are power sources of the ego vehicle. It is also assumed that the railroad vehicle B is either traveling on a route different from that of the railroad vehicle A (traveling load is lower) or traveling in a shorter section on the same route, and thus has residual capacity in the storage battery 3 to spare. It is to be noted that another example that maybe assumed to have the residual capacity to spare in the storage battery 3 of the railroad vehicle B may include a case in which the railroad vehicle B is a limited express with less fuel consumption to keep a constant speed for a long time.

[0036] As illustrated in FIG. 20, by supplying electric power from the railroad vehicle IF to the railroad vehicle A, it is possible to prevent the residual capacity in the storage battery 3 of the railroad vehicle A from falling below the allowable lower limit, whereby both the railroad vehicles A and B can travel at the MEP in the entire section. This makes it possible to reduce the entire fuel consumption as compared to a case of controlling the railroad vehicles A and B separately. Such electric power interchange may be performed in accordance with the operation plan 8 as determined in advance (normal time), or may be performed when the residual capacity of the storage battery 3 differs from the normal time due to transport disruption or the like (abnormal time).

[0037] FIG. 21 is a block diagram illustrating an outline of a railroad system according to the third embodiment, and FIG. 22 is a flowchart illustrating a process of electric power interchange in the third embodiment. First, the operation management device 1 plans the electric power interchange between the railroad vehicle A and the railroad vehicle B on the basis of the operation plan 8 in advance (Step S301). Next, while the railroad vehicle is traveling, the railroad vehicle A and the railroad vehicle B regularly transmit the current residual capacity in the storage battery 3 or trial-calculation information of the residual capacity of the storage battery 3 to the operation management device 1 via a data communication unit 23 (Step S302). Here, as for the normal time, the railroad system interchanges electric power between the railroad vehicle A and the railroad vehicle B via a power transmission/reception unit 24 in accordance with the predetermined plan (Step 5303).

[0038] In the following, description is given about the abnormal time. For example, it is assumed that the trial-calculated value of the residual capacity in the storage battery 3 of the railroad vehicle A falls below the preset lower limit (Step S304). At this time, the railroad vehicle A requests the operation management device 1 for electric power interchange via the data communication unit 23 (Step S305) . If the electric power interchange is not performed, the operation management device 1 then determines whether the railroad vehicle A can reach the charger 6 at the specific station with an ego-vehicle power supply (Step 5306).

[0039] If it is determined that the railroad vehicle A cannot reach the charger 6 at Step S306, the operation management device 1 instructs the railroad vehicle B to supply electric power to the railroad vehicle A using the data communication unit 23 (Step S307) , and the electric power interchange is performed between the railroad vehicle A and the railroad vehicle B via the power transmission/reception unit 24 (Step S308). It should be noted that an amount of electric power supply from the railroad vehicle B to the railroad vehicle A is calculated in consideration of the residual capacity in the storage battery 3 of the railroad vehicle B. If at all the residual capacity in the storage battery 3 of the railroad vehicle B is so little that the electric power supplied from the railroad vehicle B alone is not enough, electric power is also supplied from another railroad vehicle or an electric power substation.

[0040] If it is determined that the railroad vehicle A can reach the charger 6 at Step 5306, the operation management device 1 determines whether it is possible to reduce the fuel consumption (total of the multiple vehicles) by performing the electric power interchange (Step S309) . [0041] If it is determined that the fuel consumption cannot be reduced at Step 5309, the operation management device 1 declines the request from the railroad vehicle A via the data communication unit 23 (increase the output from the fuel cell and instruct to retain traveling with the ego-vehicle power supply) (Step S310).

[0042] If it is determined that the fuel consumption can be reduced at Step 5309, the operation management device 1 instructs the railroad vehicle B to supply electric power to the railroad vehicle A (Step 5311). It should be noted that the amount of electric power supply from the railroad vehicle B to the railroad vehicle A is calculated so as to reduce the fuel consumption (total of the multiple vehicles) the most in consideration of the residual capacity in the storage battery 3 of the railroad vehicle B. Subsequently, the electric power interchange is performed between the railroad vehicle A and the railroad vehicle B via the power transmission/reception unit 24 (Step 5312).

[0043] According to the present embodiment, even when it is difficult for some of the multiple railroad vehicles to travel to the next charging point after the storage battery due to some kind of abnormality, the railroad vehicle can reach a station with the charger 6 by receiving electric pcwer from another railroad vehicle. Moreover, even when it is difficult for the fuel cell 2 of some of the multiple railroad vehicles to continue operating at the MEP, supplying electric power from another railroad vehicle makes it possible to suppress the fuel consumption of the entire railroad system. It should be noted that the determinations at Steps S306 and S309 may be made by the control device 7 of the railroad vehicle A instead of the operation management device 1.

[0045] The above-mentioned first to third embodiments are described in detail for better understanding of the present invention but not necessarily limiting to those including all of the described configurations. Moreover, it is possible to replace a portion of a configuration of one embodiment with a configuration of another embodiment, and to add a configuration of one embodiment to a configuration of another embodiment. It is also possible to add another configuration to, delete, or replace a portion of a configuration of each embodiment.

[0046] For example, although the above-mentioned embodiment describes an example of a device that controls the railroad vehicle from among vehicle control devices, the present invention is applicable to any other service vehicle under control in accordance with a predefined operation plan (charging schedule), such as a bus.

Claims

What is claimed is: 1. A vehicle control device that controls a vehicle in accordance with a predefined operation plan, comprising: a data storage unit that stores past load information indicative of an electric power load during travel of the vehicle in the past; a data acquisition unit that acquires target load information indicative of the electric power load during travel of a target vehicle, a storage battery residual capacity on the target vehicle, and position information of the target vehicle; and a data prediction unit that calculates predictive load information indicative of a future electric power load during a time period until charging of the storage battery in accordance with the operation plan on a basis of the past load information, the target, wherein the vehicle control device controls an output from the fuel cell during the time period until charging on the basis of the storage battery residual capacity and the predictive load information.
2. The vehicle control device according to claim 1, further comprising: an output pattern generation unit that generates an output pattern of the fuel cell in the future within the time period until charging on the basis of the operation plan and the predictive load information; and a fuel consumption trial-calculation unit that trial-calculates future fuel consumption of the fuel cell on the basis of the output pattern and characteristics of the fuel cell, wherein output control of the fuel cell is performed by selecting the output pattern in which the fuel consumption is less from among a plurality of the output patterns.
3. The vehicle control device according to claim 2, wherein the output pattern generation unit generates the output pattern including a combination of one or more of a high output mode having high output and low energy efficiency and a high efficiency mode having low high output and high energy efficiency on the basis of the characteristics of the fuel cell.
4. The vehicle control device according to claim 2, further comprising: a storage battery residual capacity trial-calculation unit that trial-calculates the storage battery residual capacity in the future within the time period until charging on the basis of the predictive load information and the output pattern, wherein the output control of the fuel cell is performed by selecting the output pattern satisfying a condition that the storage battery residual capacity in the future should not fall below a predetermined lower limit.
5. The vehicle control device according to claim 4, wherein the output control of the fuel cell is performed by selecting the output pattern that continues an operation at a maximum efficiency point, where energy efficiency is at its peak, when the storage battery residual capacity in the future does not fall below the lower limit even if the operation at the maximum efficiency point is maintained.
6. The vehicle control device according to claim 1, wherein the output control of the fuel cell has a constant output from the fuel cell during the time period until charging.
7. The vehicle control device according to claim 1, wherein the target vehicle is a railroad vehicle, and wherein the data acquisition unit acquires at least one of weather information in an area in which the railroad vehicle travels, travel resistance information estimated from a state of a tire of the railroad vehicle or of a railroad on which the railroad vehicle is traveling, load weight information of a passenger or freight on the railroad vehicle, weight prediction information about increase/decrease of the passenger or the freight in the future within the time period until charging, air conditioning information of an air conditioner in the railroad vehicle, and preceding vehicle information about a traveling load of a preceding train provided by the preceding train that traveled the same traveling section as the railroad vehicle in the past.
8. The vehicle control device according to claim 7, wherein the data prediction unit uses at least one of the weather information, the travel resistance information, the load weight information, the weight prediction information, the air conditioning information, and the preceding vehicle information for calculation of the predictive load information.
9. The vehicle control device according to claim 1, wherein the target vehicle is a railroad vehicle, and whereintherailroadvehicleinterchangeselectricpowervAth another railroad vehicle via an overhead wire.
10. The vehicle control device according to claim 9, wherein, in a case where the storage battery residual capacity of the railroad vehicle and the storage battery residual capacity in the future predicted on the basis of the predictive load information fall below a predetermined lower limit, fuel consumption of the fuel cell is reduced as compared to a case of performing output control on fuel cells of the railroad vehicle and the other railroad vehicle separately by supplying electric power from the other railroad vehicle to the railroad vehicle.
11. A vehicle control method for controlling a vehicle in accordance with a predefined operation plan, comprising the steps of: acquiring target load information indicative of an electric power load during travel of a target vehicle, a residual capacity of a storage battery mounted on the target vehicle, and position information of the target vehicle; calculating predictive load information indicative of an electric power load of the storage battery in the future within the time period until charging in accordance with the operation plan on a basis of past load information indicative of an electric power load during travel of the vehicle in the past, the target load information, and the position information; and controlling an output from a fuel cell during the time period until charging on the basis of the storage battery residual capacity and the predictive load information.